System and method for reconfiguring an autorack

ABSTRACT

A method comprises removing a first deck of a plurality of decks and a second deck of the plurality of decks from an autorack. The method further comprises removing one or more of a plurality of posts of the autorack and coupling a cross-brace assembly to one or more of the plurality of posts, wherein the cross-brace assembly is coupled to the one or more of the plurality of posts at a location above an existing brace bay of the autorack. The method also comprises coupling the second deck of the plurality of decks to the autorack at a location above or below the cross-brace assembly.

RELATED APPLICATIONS AND CLAIM TO PRIORITY

This application is a divisional under 35 U.S.C. § 120 of U.S. patentapplication Ser. No. 16/166,792, filed on Oct. 22, 2018 and entitled“System and Method for Reconfiguring an Autorack” which claims priorityto U.S. Provisional Application No. 62/585,358, filed on Nov. 13, 2017and entitled “System and Method for Reconfiguring an Autorack,” all ofwhich are hereby incorporated by reference in their entirety.

TECHNICAL FIELD

The present disclosure relates generally to autoracks, and moreparticularly to a system and method for reconfiguring an autorack.

BACKGROUND

Automobile manufacturers often transport vehicles via railroad lines onmulti-deck railcars, such as autoracks. In general, autorack railcarsare comprised of two components: a flat railcar and a rack. The rack maybe a uni-level autorack, a bi-level autorack, a tri-level autorack, or aconvertible autorack (e.g., a rack that may be configured as auni-level, bi-level, and/or tri-level autorack). Racks typically have acondition-based life of usage. In contrast, flatcars have a limited ageof usage based upon AAR standards. As a result, a flatcar of an autorackmay age out and have to be replaced before the rack needs to bereplaced. And any replacement of the flatcar or other components of theautorack may necessitate recertification of the autorack.

Moreover, when consumer demand for certain types and/or sizes ofvehicles changes, so too does the demand for certain types of autoracks.Such changes frequently cause shortages in supply of one type ofautorack and force autorack operators to invest in new equipment to meetdemand and place out-of-demand equipment in storage. While railcarmanufacturers developed convertible autorack railcars in response to thenegative impacts of these changes in market demand, many non-convertibleautoracks still exist in the industry.

SUMMARY

The teachings of the present disclosure relate to a system and methodfor reconfiguring an autorack. In accordance with one embodiment, amethod for reconfiguring an autorack includes removing a first deck of aplurality of decks and a second deck of the plurality of decks from anautorack. The method further includes coupling a cross-brace assembly totwo or more of the plurality of posts, wherein the cross-brace assemblyis coupled to the two or more of the plurality of posts at a locationabove an existing brace bay of the autorack. The method also includescoupling the second deck of the plurality of decks to the autorack at alocation above or below the cross-brace assembly.

In accordance with another embodiment, a method includes removing afirst deck of a plurality of decks from an autorack, wherein theautorack is an existing autorack. The method further includes couplingat least one pulley to the autorack, coupling at least one cable to theat least one pulley, coupling at least one actuator to the autorack, andcoupling a controller to the autorack, wherein the controller iselectronically coupled to the at least one actuator. The method alsoincludes coupling the first deck of the plurality of decks to theautorack and the at least one cable. The at least one actuator isoperable to pull the at least one cable to adjust a vertical position ofthe first deck within the autorack.

In accordance with another embodiment, a method includes removing a roofsection from an autorack and removing one or more of a plurality ofexisting side screens from the autorack. The method further includescoupling one or more of a plurality of replacement side screens to aside of the autorack, the one or more of the plurality of replacementside screens configured to extend in a vertical direction. The methodalso includes coupling at least one pulley to the autorack, coupling atleast one cable to the at least one pulley, coupling at least oneactuator to the autorack, and coupling a controller to the autorack,wherein the controller is electronically coupled to the at least oneactuator. In addition, the method includes coupling the roof section tothe autorack at a location above the one or more of the plurality ofreplacement side screens. The actuator is operable to pull the at leastone cable to adjust a vertical position of the roof section.

In accordance with yet another embodiment, a method includes removing anexisting roof section from an autorack, removing one or more of aplurality of existing side screens from the autorack, and removing oneor more of a plurality of existing decks from the autorack. The methodfurther includes increasing a width of a first end portion of a flatcarof the autorack such that the width of the first end portion of theflatcar is greater than a width of a center portion of the flatcar,increasing a width of a second end portion of the flatcar of theautorack such that the width of the second end portion of the flatcar isgreater than the width of a center portion of the flatcar, increasing awidth between a first post of a plurality of posts and a second post ofa plurality of posts, the first post located near a first side of thefirst end portion of the flatcar and the second post located near asecond side of the first end portion opposite the first side of thefirst end portion, and increasing a width between a third post of theplurality of posts and a fourth post of the plurality of posts, thethird post located near a first side of the second end portion of theflatcar and the fourth post located near a second side of the second endportion opposite the first side of the second end portion. The methodalso includes coupling one or more of a plurality of replacement decksto the autorack, coupling one or more of a plurality of replacement sidescreens to one or more of the plurality of posts, and coupling areplacement roof section to the autorack.

Technical advantages of particular embodiments may include a system andmethod for reconfiguring an autorack that allows the current design ofan autorack to be reconfigured to accommodate existing market demand(thereby preventing the autorack from being taken out of service), toextend the life of the autorack, and/or to extend the useful life of theautorack when the flatcar it is installed on requires replacement.

Another technical advantage of particular embodiments may includereconfiguring a tri-level autorack into a bi-level autorack (and viceversa) as part of an autorack recertification process, which may besignificantly more economical than reconfiguring the tri-level autorackinto a bi-level autorack (and vice versa) earlier in the autorack'slifetime.

Another technical advantage of particular embodiments may includereconfiguring an existing tri-level autorack, a bi-level autorack, or anarticulated bi-level autorack into a convertible autorack, an autorackwith varying width, an autorack with automatic adjustable decks, and/oran autorack with an adjustable roof height. Similarly, a convertibleautorack may be reconfigured into an autorack with varying width, anautorack with automatic adjustable decks, and/or an autorack with anadjustable roof height.

A further technical advantage of particular embodiments may includesecuring a cross-brace assembly to an autorack above an existingtri-level brace bay, rather than removing the tri-level brace bay andreplacing it with a bi-level brace bay. By securing the cross-braceassembly onto and above existing autorack structures, the time and costof transforming an existing tri-level autorack into a bi-level orconvertible autorack and recertifying an autorack may be reduced.

An additional technical advantage of particular embodiments may includereplacing an existing door structure of an autorack, for example, with aseal safe radial door structure, thereby reducing the risk of theft,damage, and vandalism of vehicles being transported on the autorack.

Yet another technical advantage of particular embodiments may be havingthe splice of the replacement deck in the middle of the railcar, suchthat differences in the length of the railcar due to manufacturingtolerances or by design can be accommodated more easily. In addition, bysplitting a deck into two halves, usually at the middle of the railcar,and using a shim plate to cover the space between the two deck halves,it may be easier to remove the deck and more of the deck may bepreserved during removal, thereby reducing the cost of a rebuild and/orconversion.

A further technical advantage of particular embodiments may includeleaving post pairs 5 and 6 (and other posts) attached to an autorackduring the reconfiguration process, which may reduce replacement costand facilitate realignment of a replacement deck.

Another technical advantage may include an autorack having a variablewidth that provides additional room within the autorack for crew membersto perform interior operations in the autorack and may reduce thelikelihood vehicle damage caused by tight spaces within the autorack.

An additional technical advantage of particular embodiments may includeadjustable decks of an autorack that may be raised or lowered within theautorack to accommodate a variety of load combinations, therebyincreasing load efficiency.

A further technical advantage of particular embodiments may include anautorack that may be reconfigured between a tri-level and bi-levelautorack by adding, removing, reconfiguring, and/or repositioning one ormore decks of an autorack. Such an autorack may provide for quick andeasy conversions, thereby reducing the cost and time of reconfiguring anautorack between different configurations.

Yet another technical advantage of particular embodiments may include anautorack with an adjustable roof height. The height of the autorack maybe increased or decreased to accommodate a variety of load combinationsand eliminate the need to purchase multiple autoracks with differentheights to maximize loading efficiency.

Other technical advantages will be readily apparent to one of ordinaryskill in the art from the following figures, descriptions, and claimsincluded herein. Moreover, while specific advantages have beenenumerated above, certain embodiments of the present disclosure mayinclude all, some, or none of the enumerated advantages.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete and thorough understanding of the particular embodimentsand advantages thereof may be acquired by referring to the followingdescription taken in conjunction with the accompanying drawings, inwhich like reference numbers indicate like features, and wherein:

FIGS. 1A through 1F illustrate perspective, end, and side views ofexample autoracks of a system for reconfiguring an autorack inaccordance with particular embodiments;

FIG. 2 illustrates a partial side view of an example of a conventionaltri-level autorack in accordance with certain embodiments;

FIG. 3 illustrates a side view of an example of a conventional bi-levelautorack in accordance with certain embodiments;

FIGS. 4A and 4B illustrate side views of an example of a cross-braceassembly of a system for reconfiguring an autorack in accordance withparticular embodiments;

FIGS. 5A through 5D illustrate side views of examples of variouscross-brace assemblies of a system for reconfiguring an autorack inaccordance with particular embodiments;

FIGS. 6A through 6D illustrate end and perspective views of an exampleof a tri-level autorack being converted into a bi-level autorack;

FIGS. 7A through 7E illustrate side and end views of an example of abi-level autorack in accordance with certain embodiments;

FIGS. 8A through 8E illustrate side and end views of an example of aconventional tri-level autorack in accordance with certain embodiments;

FIG. 9 illustrates a top view of an example autorack of a system forreconfiguring an autorack in accordance with certain embodiments;

FIGS. 10A and 10B illustrate side views of an example autorack of asystem for reconfiguring an autorack in accordance with certainembodiments; and

FIG. 11 illustrates an example of a method for reconfiguring an autorackin accordance with particular embodiments.

DETAILED DESCRIPTION

Particular embodiments and their advantages are best understood byreferring to FIGS. 1A through 11 of the drawings, like numerals beingused for like and corresponding parts of the various drawings.

Automobile manufacturers often transport vehicles via railroad lines onmulti-deck railcars, such as autoracks. In general, autorack railcarsare comprised of two components: a flat railcar and a rack. The rack maybe a uni-level autorack, a bi-level autorack, a tri-level autorack, or aconvertible autorack (e.g., a rack that may be configured as auni-level, bi-level, and/or tri-level autorack). Racks typically have acondition-based life of usage. In contrast, flatcars have a limited ageof usage based upon AAR standards. As a result, a flatcar of an autorackmay age out and have to be replaced before the rack needs to bereplaced. And any replacement of the flatcar or other components of theautorack may necessitate recertification of the autorack.

Moreover, when consumer demand for certain types and/or sizes ofvehicles changes, so too does the demand for certain types of autoracks.Such changes frequently cause shortages in supply of one type ofautorack and force autorack operators to invest in new equipment to meetdemand and place out-of-demand equipment in storage. While railcarmanufacturers developed convertible autorack railcars in response to thenegative impacts of these changes in market demand, many non-convertibleautoracks still exist in the industry. The teachings of this disclosurerecognize that it would be desirable to provide a system and method forreconfiguring an autorack, and in particular, for reconfiguring anexisting tri-level autorack into a bi-level or convertible autorack andreconfiguring an existing bi-level autorack into a tri-level orconvertible autorack, for example, as part of an autorackrecertification process.

FIGS. 1A through 1F illustrate perspective, end, and side views ofexample autoracks of a system for reconfiguring an autorack inaccordance with particular embodiments. In general, system 100 includesan autorack 102. An autorack 102 may comprise any type of carriercapable of transporting vehicles. Examples of autoracks 102 may includerailcars, trailers, tractor trailers, ships, and/or any other carriercapable of transporting vehicles. In certain embodiments, an autorack102 may be a stand-alone autorack. Alternatively, an autorack 102 may bean articulated bi-level (ABL) autorack. Examples of vehicles thatautorack 102 may transport include cars, trucks, buses, boats,aircrafts, any other automobile, or any combination of the preceding. Incertain embodiments, an autorack 102 may be a bi-level autorack or aconvertible autorack. In such embodiments, autorack 102 may be arecertified autorack and may have been reconfigured from a tri-levelautorack (e.g., a railcar comprising three decks) to a bi-level autorack(e.g., a railcar comprising two decks) or a convertible autorack (e.g.,a railcar that may be configured as a bi-level and a tri-level autorackby removing and adding a deck). Alternatively, autorack 102 may havebeen reconfigured from a bi-level autorack to a tri-level autorack or aconvertible autorack. In certain embodiments, an autorack 102 may be arecertified autorack that has been reconfigured from a bi-levelautorack, a tri-level autorack, or a convertible autorack to anhour-glass shaped autorack. The present disclosure contemplates areconfigured autorack 102 as including any number and combination of thefollowing features: an increased height (e.g., from 19′ to 20′2″), adecreased height (e.g., from 20′ 2′ to 19′), an increased width, anadjustable roof height, one or more automatic moveable decks, an hourglass-shaped width design, and/or any other suitable features.

System 100 generally facilitates reconfiguring an autorack from atri-level autorack into a bi-level autorack or a convertible autorackand reconfiguring a bi-level autorack into a tri-level autorack or aconvertible autorack, for example, as part of an autorackrecertification process (e.g., an Association of American Railroads(AAR) M-970 Recertification). During the conversion and/orrecertification process, any of the following may be performed: (1) oneor more cross-brace assemblies may be added, removed, and/orreconfigured (e.g., one or more cross-brace assemblies may be installedabove one or more existing tri-level brace bays) and one or more hingeddeck support points may be added or removed (e.g., one or more hingeddeck support points may be decoupled from one or more posts); (2) one ormore decks of an autorack may be removed, reconfigured (e.g., with arevised profile (3″ camber), revised deck closure plates, etc.), and/orreplaced (e.g., an existing deck may be replaced by a nesting deckconfigured to adjust in length, a wider deck, a deck with increasedcapacity, for example, from 24,000 pounds to 40,000 pounds); (3) one ormore decks may be added to an autorack (e.g., a third deck may be addedfor tri-level configurations); (4) a vehicle restraint system of anautorack may be replaced (e.g., a tri-level vehicle restraint system(such as wheel chocks that attach to and are cantilevered over a barattached to the deck adjacent to a driving surface of a deck of anautorack) may be replaced with a bi-level vehicle restraint system (suchas wheel chocks that attach to steel wire grating panels fastened to thedriving surface of a deck of an autorack), a bi-level vehicle restraintsystem may be replaced with a tri-level vehicle restraint system, or abi-level or tri-level vehicle restraint system may be replaced with auniversal vehicle restraint system that may be used for both bi-leveland tri-level configurations); (5) a door structure of an autorack maybe replaced (e.g., a conventional door structure may be replaced by aseal safe radial door (SSRD) structure (for improved security andergonomics, better reliability, and reduced maintenance), entry doorsmay be exchanged with taller, shorter, or wider doors or doors withtelescoping panels, and/or a set of door panels may be added to orremoved from the existing entry doors); (6) a securement system may beinstalled on an autorack; (7) one or more posts of an autorack may beremoved, replaced, and/or reconfigured (e.g., the width between posts onopposing sides of an autorack may be increased, for example, from 8′6″to 8′7″), (8) one or more connection plates for deck attachmentlocations may be added, removed, replaced, and/or reconfigured (e.g., toaccommodate for an increased width of an autorack, additional decks,deck adjustment systems, quick deck attachment and detachment, etc.);(9) one or more side panels of an autorack may be removed, replaced,and/or reconfigured (e.g., to improve aerodynamics, accommodate forvarying autorack width); (10) one or more roof sheets of an autorack maybe added, removed, replaced, and/or reconfigured (e.g., to improvesecurity, to accommodate for new entry doors, varying autorack width,and/or a change in autorack height); (11) a flatcar of an autorack maybe reconfigured or replaced (e.g., to upgrade to the latest standards,improve loading capacity to 185,000 pounds or more, increase reliabilityand extend life, change “A” deck height, add gussets under posts 1 and12 for increased capacity and improved reliability, and/or revise bridgeplace attachments to improve functionality); (12) a deck adjustmentsystem may be installed to enable the height of one or more decks of anautorack to be adjusted; (13) a roof adjustment system may be installedto enable the height of the roof of an autorack to be adjusted (e.g.,from 19′ to approximately 20′ 2″); (14) a side ladder assembly may bereconfigured or replaced to accommodate an increased or decreased heightof an autorack; (15) the interior and/or exterior of an autorack may beblasted to remove corrosion and/or repainted (e g, to improve safety,enhance ergonomics, and improve life); and/or (16) any other suitablemodification or addition.

In certain embodiments, autorack 102 may include a flatcar 104, abi-level rack structure 106, a plurality of decks 108, a door structure110, a plurality of pairs of posts (not shown), a roof 114, and aplurality of side panels 118. Flatcar 104 may refer to the structuralbase of an autorack 102 and may be configured to support bi-level rackstructure 106 or any other suitable rack structure. For example,bi-level rack structure 106 may be built upon at least a portion offlatcar 104. Bi-level rack structure 106 of autorack 102 generallyincludes two decks 108 and ten to twelve sets of posts (e.g., post sets2 through 11, post sets 1 through 12).

Decks 108 may facilitate loading, transportation, and/or unloading ofvehicles associated with autorack 102. Examples of decks 108 include an“A” deck 108 a and a “B” deck 108 b “A” deck 108 a may be positionedbeneath “B” deck 108 b In certain embodiments, outer deck portions of“B” deck 108 b may include hinge decks. A hinge deck generally may referto an end portion of deck 108 b that may be raised or lowered intovarious positions (such as a slanted or flat position). In suchembodiments, one or more hinged deck support points may be positionedbeneath a hinge deck and may be configured to support the hinge deck.Hinged deck support points may be coupled to one or more posts or one ormore other structures. In certain embodiments, “B” deck 108 b mayinclude a first half and a second half. For example, deck 108 b may besplit into two halves of approximately equal length. A shim plate may beused to couple the two halves together to form deck 108 b.

Each deck 108 may include deck plates. Deck plates may includeflat/structural steel plates, corrugated steel plates, any othersuitable types of plates of any suitable material, or any combination ofthe preceding. In certain embodiments, deck plates may be integratedinto a driving surface of decks 108. The present disclosure contemplatesautorack 102 including any number and combination of decks 108 and decks108 including any number and combination of hinge decks, deck portions,deck types, and deck plates.

A door structure 110 of an autorack 102 may include doors 112, such asdoors 112 a and 112 b. In certain embodiments, doors 112 may be sealsafe radial doors. Advantages of such embodiments may include areduction in theft, damage, and vandalism of vehicles being transportedin an autorack 102. In certain embodiments, a door structure 110 ofautorack 102 may include magnetically coupled door edge guards. Althoughautorack 102 is described as including certain door structures 110 anddoors 112, this disclosure contemplates autorack 102 including anynumber and combination of door structures 110 and doors 112.

Bi-level autorack 102 may include posts 2 through 11. Each of posts 2through 11 may refer to a pair of posts (e.g., post 2 may refer to posts2 a and 2 b, post 3 may refer to posts 3 a and 3 b, post 4 may refer toposts 4 a and 4 b, and so on). Each pair of posts 2 through 11 includesa first post (e.g., a post 2 a) located near a first side of an autorackand a second post (e.g., a post 2 b) located near a second side of theautorack opposite the first side. Posts 2 through 11 may refer tostraight posts, dog-leg posts, any other suitable type of posts, or anycombination thereof. In certain embodiments, autorack 102 may includeposts 1 through 12.

In certain embodiments, at least a portion of posts 2 through 11 may betelescopic posts. In such an embodiment, the telescopic posts may becoupled to a section of roof 114 and configured to allow a height ofroof 114 to be increased or decreased. For example, roof 114 may beraised or lowered when telescopic posts are unfastened, which allows thetelescopic posts to telescope when ball screws are turned. Thetelescoping posts may be locked into position at the desired length onceroof 114 has been repositioned.

As illustrated in FIGS. 1C through 1E, an autorack 102 typicallyincludes a vehicle restraint assembly 120. Vehicle restraint assembly120 may be configured to secure vehicles to a deck 108 of autorack 102during shipment. In certain embodiments, a vehicle restraint assembly120 may refer to a bi-level vehicle restraint assembly and may includeone or more wheel chocks (not shown), tire guides 122, grating 124, anyother suitable components, and/or any combination thereof.Alternatively, a vehicle restraint assembly 120 may refer to a universalvehicle restraint assembly and may be utilized for both bi-level andtri-level configurations.

Although FIGS. 1A through 1F illustrate system 100 as including acertain number of autoracks 102, flatcars 104, racks 106, decks 108,door structures 110, doors 112, and side panels 118, system 100 mayinclude any number of autoracks 102, flatcars 104, racks 106, decks 108,door structures 110, doors 112, side panels 118, and other suitablecomponents. Additionally, although particular examples of autoracks 102,flatcars 104, racks 106, decks 108, door structures 110, doors 112, andside panels 118 have been described, the present disclosure contemplatesany suitable autoracks 102, flatcars 104, racks 106, decks 108, doorstructures 110, doors 112, and side panels 118 comprising any suitablecomponents configured in any suitable manner. For example, autorack 102may be a convertible autorack with three-adjustable decks and configuredto convert between a bi-level configuration and a tri-levelconfiguration, as described in more detail below with respect to FIGS.10A and 10B. As another example, autorack 102 may have an adjustableroof height, as described in more detail below with respect to FIGS. 10Aand 10B. As yet another example, autorack 102 may have a varying widthand an hourglass shape, as illustrated in FIG. 9. It should beunderstood that the present disclosure contemplates any suitableautorack 102 comprising any suitable features and components configuredin any suitable manner.

FIG. 2 illustrates a partial side view of an example of a conventionaltri-level autorack in accordance with certain embodiments. A tri-levelautorack 202 may include a flatcar 204, a tri-level rack structure 206,a plurality of decks 208, a door structure 210, a plurality of tri-levelbrace bays 214, a roof 216, and post pairs 1 through 12. Flatcar 204 mayrefer to the structural base of a tri-level autorack 202 and may beconfigured to support tri-level rack structure 206. For example,tri-level rack structure 206 may be built upon at least a portion offlatcar 204. Tri-level rack structure 206 of tri-level autorack 202generally includes three decks 208 and post pairs 1 through 12.

Decks 208 may facilitate loading, transportation, and/or unloading ofvehicles associated with tri-level autorack 202. Examples of decks 208include an “A” deck 208 a, a “B” deck 208 b, and a “C” deck 208 c. “A”deck 208 a may be positioned beneath “B” deck 208 b, and “B” deck 208 bmay be positioned beneath “C” deck 208 c. In certain embodiments, outerdeck portions of “B” deck 208 b may include hinge decks. A hinge deckgenerally may refer to an end portion of deck 208 b that may be raisedor lowered into various positions (such as a slanted or flat position).In such embodiments, one or more hinged deck support points may becoupled to a portion of autorack 202 located beneath a hinge deck andmay be configured to support the hinge deck. In some embodiments, “C”deck 208 c may include hinge decks.

Each deck 208 may include deck plates Deck plates may includeflat/structural steel plates, corrugated steel plates, any othersuitable types of plates of any suitable material, or any combination ofthe preceding. In certain embodiments, deck plates may be integratedinto a driving surface of decks 208. The present disclosure contemplatestri-level autorack 202 including any number and combination of decks 208and decks 208 including any number and combination of hinge decks, deckportions, deck types, and deck plates.

Tri-level brace bays 214 of tri-level autorack 202 are generallyconfigured to support decks 208. For example, tri-level brace bay 214may be configured to support at least a portion of deck 208 b. Anothertri-level brace bay (not shown) may be configured to support at least aportion of deck 208 c. Although tri-level autorack 202 is described asincluding certain tri-level brace bays 214, this disclosure contemplatestri-level autorack 202 including any number and combination of tri-levelbrace bays 214. For example, autorack 202 may include two tri-levelbrace bays 214 configured to support at least a portion of deck 208 band/or deck 208 c, three tri-level brace bays 214 configured to supportat least a portion of deck 208 b and/or deck 208 c, four tri-level bracebays 214 configured to support at least a portion of deck 208 b and/ordeck 208 c, and so on.

Tri-level autorack 202 may include posts 1 through 12. Each of posts 1through 12 may refer to a pair of posts (e.g., post 1 may refer to posts1 a and 1 b, post 2 may refer to posts 2 a and 2 b, post 3 may refer toposts 3 a and 3 b, and so on). Each pair of posts 1 through 12 includesa first post (e.g., a post 1 a) located near a first side of an autorackand a second post (e.g., a post 1 b) located near a second side of theautorack opposite the first side. Posts 1 through 12 may refer tostraight posts, dog-leg posts, any other suitable type of posts, or anycombination thereof.

In conventional autoracks, such as tri-level autoracks 202, posts 1through 4 and posts 8 through 12 may be attached to one or more decks208 such that removal of the one or more decks 208 from tri-levelautorack 202 also removes posts 1 through 4 and posts 8 through 12. Onthe other hand, posts 5 through 6 and posts 11 through 12 may remainattached to a flatcar 204 of a tri-level autorack 202.

In general, a tri-level autorack (such as tri-level autorack 202) may beconverted into a bi-level autorack (such as bi-level autorack 102) andvice versa. In addition, a tri-level autorack (such as tri-levelautorack 202) or a bi-level autorack (such as bi-level autorack 102) maybe converted into a convertible autorack (as shown in FIG. 10A) and/oran hour-glass shaped autorack (as shown in FIG. 9).

To convert tri-level autorack 202 into bi-level autorack 102 (or aconvertible autorack, such as autorack 1002 of FIG. 10A), deck 208 c oftri-level autorack 202 may first be removed. Deck 208 b also may beremoved. In certain embodiments, each of decks 208 b and 208 c may beremoved as one piece and may be reworked, replaced in part, or replacedin whole. In alternative embodiments, each of decks 208 b and 208 c maybe split into two or more sections (e.g., split in half) and eachsection may be removed separately.

Once deck 208 c and/or deck 208 b have been removed, a cross-braceassembly may be installed above each existing tri-level brace bay (suchas tri-level brace bay 214). Post pairs 1 and 12 may be removed. Incertain embodiments, one or more hinged deck support points may also beremoved or reconfigured to, for example, provide additional clearancefor vehicles loaded onto deck 208 a and/or deck 208 b Deck 208 b and/ordeck 208 c may then be reinstalled and positioned above or below thecross-brace assemblies. Alternatively, a replacement deck may beinstalled and positioned above or below the cross-brace assemblies.

In addition or in alternative to the above steps, reconfiguringtri-level autorack 202 into bi-level autorack 102 (or a convertibleautorack, such as autorack 1002 of FIG. 10A), for example, as part of arecertification process may include: (1) blasting the interior and/orexterior of the autorack to remove corrosion; (2) repainting theinterior and/or exterior of the autorack; (3) replacing the flatcar(e.g., with an hourglass-shaped flatcar); (4) replacing an existingvehicle restraint system (e.g., replacing a tri-level vehicle restraintsystem (such as wheel chocks that attach to and are cantilevered over abar attached to the deck adjacent to a driving surface of a deck of anautorack) with a bi-level vehicle restraint system (such as wheel chocksthat attach to steel wire grating panels fastened to the driving surfaceof a deck of an autorack) or universal vehicle restraint system); (5)replacing an existing door structure (e.g., replacing a conventionaldoor structure with an updated door structure (such as a seal saferadial door (SSRD) structure), exchanging entry doors with taller,wider, shorter, or telescoping doors, and/or adding or removing a set ofdoor panels from the existing entry doors); (6) removing, replacing,and/or reconfiguring one or more posts (e.g., increasing the widthbetween posts on opposing sides of the autorack, relocating posts,etc.); (7) installing a securement system on the autorack, either abi-level or tri-level vehicle securement system as required; (8) adding,removing, replacing, and/or reconfiguring one or more side panels of theautorack (e.g., replacing existing side screens with taller, shorter, ortelescoping side screens); (9) adding, removing, replacing, and/orreconfiguring one or more roof sheets of the autorack (e.g., toaccommodate a new door structure, an increased autorack height, anincreased width of an autorack); (10) removing, replacing, and/orreconfiguring an existing roof assembly (e.g., reconfiguring the roofassembly for a new door structure (such as a door structure with uppercanopies) and/or increased autorack height, removing the roof assemblyfor re-coating, etc.); (11) adding, removing, and/or reconfiguringconnection plates to the posts for application of decks at new and/oradjustable heights (If transforming a bi-level to a tri-level,connection plates need to be added to connect the additional deck and toconnect the existing deck in a new location. The existing bolting plateswill be left in place for when the rack could be converted back to abi-level; similarly when transforming a tri-level to a bi-level,connection plates may have to be added to the posts to attach the oneremaining deck at the proper location for bi-level racks, leaving theexisting connection plates in place for when the rack may be convertedback to tri-level configuration at a later time); (12) installing a deckadjustment system to enable the height of one or more decks of anautorack to be adjusted; (13) installing a roof adjustment system toenable the height of the roof of an autorack to be adjusted (e.g., from19′ to approximately 20′ 2″ and vice versa); (14) replacing and/orreconfiguring a side ladder assembly to accommodate an increasedautorack height; (15) installing a magnetic door edge guard assembly;(16) any other suitable modification, replacement, or addition; and/or(17) any combination of the proceeding. It should be understood that anyof the preceding may occur in any suitable order and in any suitablemanner. In certain embodiments, after the conversion process, anynecessary components are replaced and/or repaired, and the autorack isrepainted and re-decaled, the autorack may be recertified.

Although particular examples of reconfiguring tri-level autorack 202into a hi-level or convertible autorack have been described, it shouldbe understood that the present disclosure contemplates reconfiguringautorack 202 into any suitable type of autorack in any suitable mannerAdditionally, although particular examples of autorack 202, flatcar 204,rack 206, decks 208, door structures 210, and posts 1 through 12 havebeen described, the present disclosure contemplates any suitableautorack 202, flatcar 204, rack 206, decks 208, door structures 210, andposts 1 through 12 comprising any suitable components configured in anysuitable manner. Moreover, any component of FIG. 2 may be separate fromor integral to any other component of FIG. 2.

FIG. 3 illustrates a side view of an example of a conventional bi-levelautorack in accordance with certain embodiments. A bi-level autorack 302may include a flatcar 304, a bi-level rack structure 306, a plurality ofdecks 308, a door structure 310, a roof 314, a plurality of bi-levelbrace bays 316, and a plurality of posts 1 through 12. Flatcar 304 mayrefer to the structural base of a bi-level autorack 302 and may beconfigured to support bi-level rack structure 306. For example, bi-levelrack structure 306 may be built upon at least a portion of flatcar 304.Bi-level rack structure 306 generally includes two decks 308 and postpairs 1 through 12.

Decks 308 may facilitate loading, transportation, and/or unloading ofvehicles associated with bi-level autorack 302. Examples of decks 308include an “A” deck 308 a and a “B” deck 308 b. “A” deck 308 a may bepositioned beneath “B” deck 308 b. In certain embodiments, outer deckportions of “B” deck 308 b may include hinge decks. A hinge deckgenerally may refer to an end portion of deck 308 b that may be raisedor lowered into various positions (such as a slanted or flat position).In such embodiments, one or more hinged deck support points may becoupled to a portion of autorack 302 located beneath a hinge deck andmay be configured to support the hinge deck. In certain embodiments, “B”deck 308 b may include a first half and a second half. For example, deck308 b may be split into two halves of approximately equal length. A shimplate may be used to couple the two halves together to form deck 308 b.

Each deck 308 may include deck plates. Deck plates may includeflat/structural steel plates, corrugated steel plates, any othersuitable types of plates of any suitable material, or any combination ofthe preceding. In certain embodiments, deck plates may be integratedinto a driving surface of decks 308. The present disclosure contemplatesbi-level autorack 302 including any number and combination of decks 308and decks 308 including any number and combination of hinge decks, deckportions, deck types, and deck plates.

In general, bi-level brace bays 316 of bi-level autorack 302 areconfigured to support decks 308. For example, bi-level brace bay 316 maybe configured to support at least a portion of deck 308 b. Anotherbi-level brace bay (not shown) may be configured to support at leastanother portion of deck 308 b. Although bi-level autorack 302 isdescribed as including certain bi-level brace bays 316, this disclosurecontemplates bi-level autorack 302 including any number and combinationof bi-level brace bays 316. For example, autorack 302 may include twobi-level brace bays 316 configured to support at least a portion of deck308 b, three bi-level brace bays 316 configured to support at least aportion of deck 308 b, four bi-level brace bays 316 configured tosupport at least a portion of deck 308 b, and so on.

Bi-level autorack 302 may include posts 1 through 12. Each of posts 1through 12 may refer to a pair of posts (e.g., post 1 may refer to posts1 a and 1 b, post 2 may refer to posts 2 a and 2 b, post 3 may refer toposts 3 a and 3 b, and so on). Each pair of posts 1 through 12 includesa first post (e.g., a post 1 a) located near a first side of an autorackand a second post (e.g., a post 1 b) located near a second side of theautorack opposite the first side. Posts 1 through 12 may refer tostraight posts, dog-leg posts, any other suitable type of posts, or anycombination thereof.

In certain embodiments, autorack 302 may be reconfigured into atri-level autorack, such as a tri-level autorack 202. Reconfiguring abi-level autorack into a tri-level autorack may include couplingadditional deck connection plates to a rack structure of the autorack toconnect an additional deck (e.g., a “C” deck 208 c of FIG. 2) and toconnect an existing deck (e.g., a “B” deck 208 b of FIG. 2 or a “B” deck308 b of FIG. 3) in a new location. The existing bolting plates of theautorack (e.g., bolting plates used for a bi-level configuration) may beleft in place such that the autorack may be converted back to a bi-levelconfiguration. After installing additional deck connection plates and/orreconfiguring existing deck connection plates, deck 308 b may bereinstalled within autorack 302 at an appropriate location and coupledto one or more deck connection plates and a deck 208 c may be installedwithin autorack 302 at an appropriate location above deck 308 b andcoupled to one or more deck connection plates. The reconfigurationprocess also may include one or more of the steps described above withrespect to FIGS. 1A through 2.

As described in more detail below with respect to FIGS. 9 and 10, incertain embodiments an autorack 302 may be reconfigured into aconvertible autorack with three-adjustable decks and may convert betweena bi-level configuration and a tri-level configuration. Additionally, oralternatively, an autorack 302 may be reconfigured to have an adjustableroof height. In certain embodiments, an autorack 302 may be reconfiguredto have a variable width and may refer to an hourglass-shaped autorack.

Although FIG. 3 illustrates bi-level autoracks 302 as including aparticular number of flatcars 304, racks 306, decks 308, door structures310, brace bays 316, and posts 1 through 12, autoracks 302 may includeany number of flatcars 304, racks 306, decks 308, door structures 310,brace bays 316, posts 1 through 12, and other suitable components.Additionally, although particular examples of autoracks 302, flatcars304, racks 306, decks 308, door structures 310, brace bays 316, andposts 1 through 12 have been described, the present disclosurecontemplates any suitable autoracks 302, flatcars 304, racks 306, decks308, door structures 310, brace bays 316, and posts 1 through 12comprising any suitable components configured in any suitable manner.Moreover, any component of FIG. 3 may be separate from or integral toany other component of FIG. 3.

FIGS. 4A and 4B illustrate side views of an example of a cross-braceassembly of a system for reconfiguring an autorack in accordance withparticular embodiments. System 100 generally includes an autorack 102comprising a plurality of cross-brace assemblies 130 each configured tosupport and stabilize at least a portion of a deck 108 of autorack 102(such as a portion of a deck 108 b of FIG. 1A through 1F or a patio ofdeck 208 b and/or deck 208 c of FIG. 2). According to variousembodiments, each cross-brace assembly 130 may be coupled to two postsat a location above an existing tri-level brace bay (such as tri-levelbrace bay 214 of FIG. 2). As such, cross-brace assemblies 130 mayfacilitate reconfiguring a tri-level autorack into a bi-level autorack.

Cross-brace assembly 130 may include three support braces 132, fourbolting plates 134, and a gusset plate 136. Support braces 132 may referto support brace-tubes and may be configured to couple to one or morebolting plates 134 and/or gussets 136. Example support braces 132 may bemade from steel, iron, aluminum, any other suitable material, and/or anycombination of the preceding. In certain embodiments, support braces 132may comprise mounting holes for receiving bolts to couple support braces132 to bolting plates 134 and/or gusset 136. Alternatively, or inaddition to, support braces 132 may be welded to bolting plates 134and/or gusset 136.

In an example embodiment, a first end of a support brace 132 a may becoupled to a bolting plate 134 a and a second end of support brace 132 amay be coupled to a gusset 136. A first end of a support brace 132 b maybe coupled to a bolting plate 134 c and a second end of support brace132 b may be coupled to a gusset 136. A first end of support brace 132 cmay be coupled to a bolting plate 134 b, a second end of support brace132 c may be coupled to a bolting plate 134 d, and a center portion ofsupport brace 132 c may be coupled to gusset 136. It will be understoodthat the present disclosure contemplates any suitable number andcombination of support braces 132.

Bolting plates 134 may be configured to couple support braces 132 to oneor more posts of an autorack 102. Example bolting plates 134 may be madeof steel, iron, aluminum, any other suitable material, and/or anycombination of the preceding. As illustrated, bolting plates 134 may berectangular in shape. Alternatively, bolting plates 134 may be square,triangular, and/or any other suitable shape. In certain embodiments,bolting plates 134 may comprise mounting holes for receiving bolts tocouple support braces 132 to both bolting plates 134 and posts ofautorack 102.

In general, bolting plates 134 may be coupled to a post of an autorackabove existing components of tri-level brace bay 214 also coupled to thepost. For example, a bolting plate 134 a may be coupled to a post 4 (ora post 9 (not shown)) above an existing bolting plate of a tri-levelbrace bay 214 and a bolting plate 134 b may be coupled to post 4 (orpost 9 (not shown)) above bolting plate 134 a. In addition, a boltingplate 134 c may be coupled to a post 3 (or a post 10 (not shown)) aboveanother existing bolting plate of tri-level brace bay 214 and a boltingplate 134 d may be coupled to post 3 (or post 10 (not shown)) abovebolting plate 134 c. It will be understood that the present disclosurecontemplates any suitable number and combination of bolting plates 134.

Gusset plate 136 may be configured to couple support braces 132 a, 132b, and 132 c to one another. For example, gusset plate 136 may be boltedand/or welded to at least a portion of support brace 132 a, at least aportion of support brace 132 b, and at least a portion of support brace132 c. In such an example, gusset plate 136 may strengthen cross-braceassembly 130 by preventing support braces 132 (and cross-brace assembly130) from buckling or opening up under load.

As illustrated, gusset plate 136 may be rectangular in shape.Alternatively, gusset plate 136 may be square, triangular, and/or anyother suitable shape. In certain embodiments, gusset plate 136 maycomprise steel, iron, aluminum, any other suitable material, and/or anycombination of the preceding. It will be understood that the presentdisclosure contemplates any suitable number and combination of gussetplates 136.

Although FIGS. 4A through 4B illustrate cross-brace assembly 130 asincluding three support braces 132, four bolting plates 134, and onegusset plate 136, cross-brace assembly 130 may include any number ofsupport braces 132, bolting plates 134, gusset plates 136, and othersuitable components. Additionally, although particular examples ofcross-brace assemblies 130, support braces 132, bolting plates 134, andgusset plates 136 have been described, the present disclosurecontemplates any suitable cross-brace assemblies 130, support braces132, bolting plates 134, and gusset plates 136 comprising any suitablecomponents configured in any suitable manner. Furthermore, any componentof FIGS. 4A through 4B may be separate from or integral to any othercomponent of 4A through 4B.

FIGS. 5A through 5D illustrate side views of examples of variouscross-brace assemblies of a system for reconfiguring an autorack inaccordance with particular embodiments. As described above with respectto FIGS. 4A and 4B, cross-brace assemblies, such as cross-braceassemblies 510, 520, 530, and 540 of FIG. 5, are generally configured tosupport and stabilize at least a portion of a deck 108 of autorack 102(such as a portion of a deck 108 b of FIGS. 1A through 1F) and mayfacilitate reconfiguring a tri-level autorack into a bi-level autorackand/or a convertible autorack.

As illustrated in FIGS. 5A through 5D, a cross-brace assembly may beconfigured in any suitable manner and may include any number of supportbraces 132, bolting plates 134, gusset plates 136, and other suitablecomponents. For example, a cross-brace assembly 510 may include twosupport braces 612 (such as support braces 512 a and 512 b), but not agusset plate (such as gusset plate 136 of FIGS. 4A and 4B). In such anexample, a first end of a support brace 512 a may be coupled to abolting plate 134 b and a second end of support brace 512 a may becoupled to a bolting plate 134 c. A first end of a support brace 512 bmay be coupled to a bolting plate 134 b and a second end of supportbrace 512 b may be coupled to a bolting plate 134 d. Alternatively,support braces 512 may be coupled directly to posts 3 and 4 or posts 9and 10 of autorack 102, for example, by bolts and/or weld.

Similarly, a cross-brace assembly 520 may include two support braces 522(such as support braces 522 a and 522 b), but not a gusset plate (suchas gusset plate 136 of FIGS. 4A and 4B). In such an example, a first endof a support brace 522 a may be coupled to a bolting plate 134 a and asecond end of support brace 522 a may be coupled to a bolting plate 134d. A first end of a support brace 522 b may be coupled to a boltingplate 134 b and a second end of support brace 522 b may be coupled to abolting plate 134 d. Alternatively, support braces 522 may be coupleddirectly to posts 3 and 4 or posts 9 and 10 of autorack 102, forexample, by bolts and/or weld, or between other posts.

As another example, a cross-brace assembly 530 may include a shear plate532. Shear plate 532 may be made from steel, iron, aluminum, any othersuitable material, and/or any combination of the preceding. Shear plate532 may be coupled to posts (such as posts 3 and 4 or posts 9 and 10 ofautorack 102) via one or more bolt plates 134 (such as bolt plates 134a, 134 b, 134 c, and/or 134 d of FIGS. 4A and 48). Alternatively, shearplate 532 may be coupled directly to posts (such as posts 3 and 4 orposts 9 and 10 of autorack 102). For example, shear plate 532 may bebolted and/or welded to one or more posts of autorack 102.

As yet another example, a cross-brace assembly 540 may include threesupport braces 542 (such as support braces 542 a, 542 b, and 542 c), butnot a gusset plate (such as gusset plate 136 of FIGS. 4A and 4B). Insuch an example, a first end of a support brace 542 a may be coupled toa bolting plate 134 a and a second end of support brace 542 a may becoupled to a bolting plate 134 d. A first end of a support brace 542 bmay be coupled to a bolting plate 134 b and a second end of supportbrace 542 b may be coupled to a bolting plate 134 c. A first end of asupport brace 542 c may be coupled to a bolting plate 134 b and a secondend of support brace 542 c may be coupled to a bolting plate 134 d.Alternatively, support braces 542 may be coupled directly to posts 3 and4 or posts 9 and 10 of autorack 102, for example, by bolts and/or weld.

FIGS. 6A through 6D illustrate end and perspective views of an exampleof a tri-level autorack being converted into a bi-level autorack.Tri-level autorack 602 may be substantially similar to autorack 202 ofFIG. 2 and/or autorack 802 of FIGS. 8A through 8C.

FIGS. 7A through 7E illustrate side and end views of an example of abi-level autorack in accordance with certain embodiments. A bi-levelautorack 702 may include a flatcar 704, a bi-level rack structure 706, aplurality of decks 708, a door structure 710, a roof 714, a plurality ofbi-level brace bays 716, and a plurality of posts 1 through 12. Autorack702 may be substantially similar to autorack 302 of FIG. 3.

Flatcar 704 may refer to the structural base of a bi-level autorack 702and may be configured to support bi-level rack structure 706. Forexample, bi-level rack structure 706 may be built upon at least aportion of flatcar 704. Bi-level rack structure 706 generally includestwo decks 708 and post pairs 1 through 12. In certain embodiments,flatcar may be configured to support a tri-level rack structure and/or aconvertible rack structure and may include three decks (which may beautomatically adjustable) and a plurality of post pairs (e.g., postpairs 1 through 12, post pairs 2 through 11). In certain embodiments,flatcar 704 may have a varying width and an hourglass shape.

Decks 708 may facilitate loading, transportation, and/or unloading ofvehicles associated with autorack 702. Examples of decks 708 include an“A” deck 708 a and a “B” deck 708 b. “A” deck 708 a may be positionedbeneath “B” deck 708 b. In certain embodiments, outer deck portions of“B” deck 708 b may include hinge decks. A hinge deck generally may referto an end portion of deck 708 b that may be raised or lowered intovarious positions (such as a slanted or flat position). In suchembodiments, one or more hinged deck support points may be coupled to aportion of autorack 702 located beneath a hinge deck and may beconfigured to support the hinge deck. In certain embodiments, “B” deck708 b may include a first half and a second half. For example, deck 708b may be split into two halves of approximately equal length. A shimplate may be used to couple the two halves together to form deck 708 b.

Each deck 708 may include deck plates. Deck plates may includeflat/structural steel plates, corrugated steel plates, any othersuitable types of plates of any suitable material, or any combination ofthe preceding. In certain embodiments, deck plates may be integratedinto a driving surface of decks 708. The present disclosure contemplatesbi-level autorack 702 including any number and combination of decks 708and decks 708 including any number and combination of hinge decks, deckportions, deck types, and deck plates.

In general, autorack 702 includes a plurality of posts 1 through 12.Each of posts 1 through 12 may refer to a pair of posts (e.g., post 1may refer to posts 1 a and 1 b, post 2 may refer to posts 2 a and 2 b,post 3 may refer to posts 3 a and 3 b, and so on). Each pair of posts 1through 12 includes a first post (e.g., a post 1 a as illustrated inFIGS. 7A, 7B, 7D, and 7E) located near a first side of autorack 702 anda second post (e.g., a post 1 b as illustrated in FIGS. 7A, 7B, 7D, and7E) located near a second side of autorack 702 opposite the first side.In certain embodiments, autorack 702 may not include posts 1 and 12.

Examples of posts 1 through 12 include straight posts, dog-leg posts,any other suitable type of posts, or any combination thereof. Asillustrated in FIGS. 7B, 7D, and 7E, posts 1 a and 1 b may be dog-legposts. In alternative embodiments, posts 1 a and 1 b may be straightposts, telescopic posts, or any other suitable type or shape of posts.In certain embodiments, autorack 702 may not include posts 1 a, 1 b, 12a, and 12 b.

In certain embodiments, the minimum width between a pair of posts (e.g.,the minimum width between posts 1 a and 1 b) may be eight feet and seveninches (8′-7″). For example, the width between posts 1 a and 1 b may beeight feet and eight inches (8′-8″) or any other suitable width.Further, the distance between post 1 and a door structure 710 ofautorack 702 may be two feet and seven inches (2′-7″) and the distancebetween post 1 and post 2 may be three feet and five inches (3′-5″). Itshould be understood that the present disclosure contemplates anysuitable width and any suitable distance between posts and doorstructures of autorack 702.

Although FIGS. 7A through 7E illustrate autoracks 702 as including aparticular number of flatcars 704, racks 706, decks 708, door structures710, and posts 1 through 12, autoracks 702 may include any number offlatcars 704, racks 706, decks 708, door structures 710, posts 1 through12, and other suitable components. Additionally, although particularexamples of autorack 702, flatcars 704, racks 706, decks 708, doorstructures 710, and posts 1 through 12 have been described, the presentdisclosure contemplates any suitable autorack 702, flatcars 704, racks706, decks 708, door structures 710, and posts 1 through 12 comprisingany suitable components configured in any suitable manner. For example,autorack 702 may be a convertible autorack with three-adjustable decksand configured to convert between a bi-level configuration and atri-level configuration, as described in more detail below with respectto FIGS. 10A and 10B. As another example, autorack 702 may have anadjustable roof height, as described in more detail below with respectto FIGS. 10A and 10B. As yet another example, autorack 702 may have avarying width and an hourglass shape, as illustrated in FIG. 9. Inaddition, any component of FIGS. 7A through 7E may be separate from orintegral to any other component of FIGS. 7A through 7E.

FIGS. 8A through 8E illustrate side and end views of an example of aconventional tri-level autorack in accordance with certain embodiments.Autorack 802 may include a flatcar 804, a tri-level rack structure 806,a plurality of hinged deck support points 807, a plurality of decks 808,a door structure 810, and a plurality of posts 1 through 12. Autorack802 may be substantially similar to autorack 202 of FIG. 2 and/orautorack 602 of FIGS. 6A through 6D.

Flatcar 804 may refer to the structural base of a tri-level autorack 802and may be configured to support tri-level rack structure 806. Forexample, tri-level rack structure 806 may be built upon at least aportion of flatcar 804. Tri-level rack structure 806 of tri-levelautorack 802 generally includes three decks 808 and post pairs 1 through12.

Decks 808 may facilitate loading, transportation, and/or unloading ofvehicles associated with autorack 802. Examples of decks 808 include an“A” deck 808 a, a “B” deck 808 b, and a “C” deck 808 c. “A” deck 808 amay be positioned beneath “B” deck 808 b, and “B” deck 808 b may bepositioned beneath “C” deck 808 c. Decks 808 may include deck plates. Incertain embodiments, outer deck portions of “B” deck 808 b may includehinge decks. A hinge deck generally may refer to an end portion of deck808 b that may be raised or lowered into various positions (such as aslanted or flat position). In such embodiments, one or more hinged decksupport points 807 may be coupled to a portion of autorack 802 locatedbeneath a hinge deck and may be configured to support the hinge deck. Insome embodiments, “C” deck 808 c may include hinge decks.

Each deck 808 may include deck plates. Deck plates may includeflat/structural steel plates, corrugated steel plates, any othersuitable types of plates of any suitable material, or any combination ofthe preceding. In certain embodiments, deck plates may be integratedinto a driving surface of decks 808. The present disclosure contemplatesautorack 802 including any number and combination of decks 808 and decks808 including any number and combination of hinge decks, deck portions,deck types, and deck plates.

In general, autorack 802 may include a plurality of posts (such as posts1 through 12). Each of posts 1 through 12 may refer to a pair of posts(e.g., post 1 may refer to posts 1 a and 1 b, post 2 may refer to posts2 a and 2 b, post 3 may refer to posts 3 a and 3 b, and so on). Eachpair of posts 1 through 12 includes a first post (e.g., a post 1 a asillustrated in FIGS. 8B, 8D, and 8E) located near a first side ofautorack 802 and a second post (e.g., a post 1 b as illustrated in FIGS.8B, 8D, and 8E) located near a second side of autorack 802 opposite thefirst side.

Examples of posts 1 through 12 include straight posts, dog-leg posts,any other suitable type of posts, or any combination thereof. Asillustrated in FIGS. 8B, 8D, and 8E, posts 1 a and 1 b may be straightposts. In alternative embodiments, posts 1 a and 1 b may be dog-legposts or any other suitable type or shape of posts.

In certain embodiments, the minimum width between a pair of posts (e.g.,the minimum width between posts 1 a and 1 b) may be eight feet and threeinches (8′-3″). For example, the width between posts 1 a and 1 b may beeight feet and four inches (8′-4″) or any other suitable width. Further,the distance between post 1 and a door structure 810 of autorack 802 maybe two feet and four inches (2′-4″) and the distance between post 1 andpost 2 may be three feet and eight inches (3′-8″). It should beunderstood that the present disclosure contemplates any suitable widthand any suitable distance between posts and door structures of autorack102.

According to the present disclosure, autorack 802 may be converted intoa bi-level autorack (such as an autorack 102 of FIG. 1A through 1F or anautorack 702 of FIG. 7A through 7E) or a convertible autorack (such asan autorack 1002 of FIG. 10A), for example, as part of an autorackrecertification process. As described above, reconfiguring autorack 802into a bi-level autorack generally includes removing decks 808 b and 808c from autorack 802, coupling a cross-brace assembly 130 to posts aboveeach existing tri-level brace bays, and reinstalling deck 808 b above orbelow cross-brace assemblies 130 or replacing deck 808 b with a new deckand installing the new deck above or below cross-brace assemblies 130.In certain embodiments, reconfiguring autorack 802 into a bi-levelautorack also may include increasing the width between a pair of posts,the distance between different pairs of posts, and/or removing pairs ofposts. For example, the width between posts 1 a and 1 b of autorack 802may be increased to a minimum of eight feet and seven inches (8′-7″). Todo so, posts 1 a and 1 b may be moved closer to a respective edge ofautorack 802. As another example, posts 1 a, 1 b, 12 a, and 12 b may beremoved from autorack 802. It should be understood that the presentdisclosure contemplates increasing the width between, increasing thedistance between, and/or removing any suitable number and combination ofposts.

As described in more detail below with respect to FIGS. 10A and 10B,reconfiguring autorack 802 into a convertible autorack generallyincludes removing decks 808 b and 808 c from autorack 802, coupling across-brace assembly 130 to two or more posts at a location above eachexisting tri-level brace bays, installing a deck adjustment system,installing additional deck connection plates to accommodate various deckattachment locations, installing, relocating, and/or removing hinge decksupport points, and reinstalling decks 808 b and/or 808 c above or belowcross-brace assemblies 130 or replacing each of decks 808 b and/or 808 cwith a new deck and installing the new decks above or below cross-braceassemblies 130.

In certain embodiments, transforming autorack 802 into a convertibleautorack also may include replacing a pair of posts, increasing thewidth between a pair of posts, modifying the distance between differentpairs of posts, and/or removing pairs of posts. For example, the widthbetween posts 1 a and 1 b of autorack 802 may be increased to a minimumof eight feet and seven inches (8′7″). To do so, posts 1 a and 1 b maybe moved closer to a respective edge of autorack 802. As anotherexample, posts 1 a, 1 b, 12 a, and 12 b may be removed from autorack802. It should be understood that the present disclosure contemplatesincreasing the width between, increasing the distance between, and/orremoving any suitable number and combination of posts.

In general, the conversion process may include any of the followingsteps: (1) blasting the interior and/or exterior of the autorack toremove corrosion, (2) repainting the interior and/or exterior of theautorack; (3) replacing and/or reconfiguring the flatcar and/or “A” deck(e.g., replacing an existing flatcar with an hourglass-shaped flatcar);(4) replacing an existing vehicle restraint system (e.g., replacing atri-level vehicle restraint system (such as wheel chocks that attach toand are cantilevered over a bar attached to the deck adjacent to adriving surface of a deck of an autorack) with a bi-level vehiclerestraint system (such as wheel chocks that attach to steel wire gratingpanels fastened to the driving surface of a deck of an autorack) or auniversal vehicle restraint system for convertible autoracks); (5)replacing an existing door structure (e.g., replacing a conventionaldoor structure with an updated door structure (such as a seal saferadial door (SSRD) structure), exchanging entry doors with taller,wider, shorter, or telescoping doors, and/or adding or removing a set ofdoor panels from the existing entry doors); (6) removing, replacing,and/or reconfiguring one or more posts (e.g., increasing the widthbetween posts on opposing sides of the autorack, relocating posts,etc.); (7) installing a securement system on the autorack; (8) adding,removing, replacing, and/or reconfiguring one or more side panels of theautorack (e.g., replacing existing side screens with taller, shorter, ortelescoping side screens); (9) adding, removing, replacing, and/orreconfiguring one or more roof sheets of the autorack (e.g., toaccommodate a new door structure, an increased autorack height, anincreased width of an autorack, etc.); (10) removing, replacing, and/orreconfiguring an existing roof assembly (e.g., reconfiguring the roofassembly for a new door structure (such as a door structure with uppercanopies) and/or increased autorack height, removing the roof assemblyfor re-coating, etc.), (11) adding, removing, replacing, and/orreconfiguring connection plates for application of decks at new and/oradjustable heights; (12) adding, removing, and/or relocating hinged decksupport points (e.g., removing existing hinged deck support points 807coupled to posts 2 and 3 below deck 808 b); (13) installing a deckadjustment system to enable the height of one or more decks of anautorack to be adjusted; (14) installing a roof adjustment system toenable the height of the roof of an autorack to be adjusted (e.g., from19′ to approximately 20′2″ and vice versa); (15) replacing and/orreconfiguring a side ladder assembly to accommodate an increasedautorack height; (16) installing a magnetic door guard assembly; (17)any other suitable modification, replacement, or addition; and/or (18)any combination of the proceeding. It should be understood that any ofthe preceding may occur in any suitable order and in any suitablemanner. In certain embodiments, after the conversion process, anynecessary components are replaced and/or repaired, and the autorack isrepainted and re-decaled, the autorack may be recertified.

Although FIGS. 8A through 8E illustrate autoracks 802 as includingcertain flatcars 804, racks 806, hinged deck support points 807, decks808, door structures 810, and posts 1 through 12, autoracks 802 mayinclude any number of flatcars 804, racks 806, hinged deck supportpoints 807, decks 808, door structures 810, posts 1 through 12, andother suitable components. Additionally, although particular examples ofautorack 802, flatcars 804, racks 806, hinged deck support points 807,decks 808, door structures 810, and posts 1 through 12 have beendescribed, the present disclosure contemplates any suitable autorack802, flatcars 804, racks 806, hinged deck support points 807, decks 808,door structures 810, and posts 1 through 12 comprising any suitablecomponents configured in any suitable manner. In addition, any componentof FIGS. 8A through 8E may be separate from or integral to any othercomponent of FIGS. 8A through 8E. Furthermore, although certain examplesof reconfiguring autorack 802 into a bi-level autorack or a convertibleautorack have been described, it should be understood that the presentdisclosure contemplates reconfiguring autorack 802 into any suitabletype of autorack in any suitable manner.

FIG. 9 illustrates a top view of an example autorack 902 in accordancewith certain embodiments. Autorack 902 may have ends 914 andlongitudinal sides 916 and include variable widths along itslongitudinal length. In general, autorack 902 has an hourglass shapewith a minimum width 920 at the center of autorack 902 and a width thatexpands over the distance 930 to a maximum width 922. The maximum width922 may continue out to distance 932 and then reduce to end width 924 atdistance 934. As illustrated, particular embodiments of the presentdisclosure may provide more width than a conventional autorack railcar(represented by dashed lines 918) at particular locations along thelength of autorack 920. The additional width may provide additional roomfor crew members to operate and may reduce the chances of vehicledamage.

In certain embodiments, autorack 902 may comprise a 90′ railcar. In suchan embodiment, minimum width 920 may be approximately 9′ 11″. The widthof autorack 902 may gradually increase over distance 930 (e.g.,approximately 18′ from center) to maximum width 922. Maximum width 922may be approximately 10′ 8″. The width of autorack 920 may be a constant10′ 8″ between distance 930 (e.g., approximately 18′ from center) anddistance 932 (e.g., approximately 43′ from center). The width at the endof autorack 920 may gradually reduce between distance 932 (e.g.,approximately 43′ from center) and 934 (e.g., approximately 45′ fromcenter) to end width 924. In this embodiment, end width 924 mayapproximately 10′ 3.8″.

According to the present disclosure, autorack 902 may have beenreconfigured from a bi-level autorack, a tri-level autorack, or aconvertible autorack to autorack 902 having variable width (e.g., anhourglass shape). Reconfiguring an autorack into a variable widthautorack (e.g., an hourglass-shaped autorack), such as autorack 902, maycomprise any of the steps described about with respect to FIGS. 1Athrough 8E. Reconfiguring an autorack into an hour-glass shaped autorack902 may further include: (1) replacing the existing flatcar with aflatcar having a varying width; (2) adding extensions to a flatcar forpost support to provide an additional width of approximately 8″ toapproximately 9″; (3) reconfiguring or replacing the roof rail, roof endsection, roof sheets, and/or roof assembly of an autorack to accommodatefor the increased width of autorack 902; (4) reconfiguring or replacingan existing door structure (e.g., replacing a conventional doorstructure with an updated door structure (such as a seal safe radialdoor (SSRD) structure), exchanging entry doors with wider doors, and/oradding or removing a set of door panels from existing entry doors); (5)removing, replacing, and/or reconfiguring one or more posts (e.g.,increasing the width between posts on opposing sides of the autorack toprovide additional width, relocating posts, etc.); (6) removing,replacing, and/or reconfiguring one or more side panels of the autorackto accommodate an increased width (e.g., replacing one or more sidepanels straight panels, angled panels, curved panels, and/or anycombination thereof); (7) replacing or reconfiguring deck connectionclosure plates and/or adding extensions to the deck connection plates tothe posts to accommodate a wider width; (8) any other suitablemodification, replacement, or addition; and/or (9) any combination ofthe proceeding. It should be understood that any of the preceding mayoccur in any suitable order and in any suitable manner. In certainembodiments, after the conversion process, any necessary components arereplaced and/or repaired, and the autorack is repainted and re-decaled,the autorack may be recertified.

Although FIG. 9 illustrates autoracks 902 as having particularconfigurations and dimensions, autoracks 902 may include any suitableconfigurations and dimensions. Additionally, although particularexamples of autoracks 902 have been described, the present disclosurecontemplates any suitable autoracks 902 comprising any suitablecomponents configured in any suitable manner. Moreover, any component ofFIG. 9 may be separate from or integral to any other component of FIG. 9and may include any feature and any component of FIGS. 1A through 8E.

FIGS. 10A and 10B illustrate side views of an example autorack 1002 inaccordance with certain embodiments. As illustrated in FIG. 10A, anautorack 1002 may be a convertible autorack and may includerepositionable decks 1008, such as decks 1008 b and 1008 c Autorack 1002may be configured or reconfigured for different vehicles by adjustingthe vertical position of decks 1008 b and/or 1008 c, by reconfiguringautorack 1002 between a tri-level autorack and a bi-level autorack, byincreasing the overall height of autorack 1002, and/or any combinationof the proceeding. In certain embodiments, autorack 1002 may includemagnetically coupled door edge guards to support various configurationsof autorack 1002.

According to certain embodiments, the vertical position of decks 1008 band 1008 c of autorack 1002 may be adjusted without disassemblingportions of autorack 1002. Each of decks 1008 b and 1008 c may be raisedor lowered within autorack 1002 to accommodate various types of vehiclesto be transported on autorack 1002. For example, the height of deck 1008b and deck 1008 c may be adjusted by incremental amounts (e.g., threeinches) using an adjustment system. In certain embodiments, a deck 1008b or 1008 c may be “unlocked” (e.g., unbolted or mechanically uncoupled)from a side structure of autorack 1002, repositioned to a new position,and “re-locked” (e.g., bolted or mechanically coupled) to the sidestructure of autorack 1002. Decks 1008 b or 1008 c may be supportedand/or repositioned using any suitable technique, such as cranes,hoists, jacks, chain/cable hoists, hydraulic or air cylinders, and/orlevers.

As shown in FIG. 10B, an adjustment system of autorack 1002 may be aball screw system 140 that includes ball screws 142, ball screwactuators 144, a travelling nut 146, and a controller 148. A ball screwactuator 144 may be coupled to a section of a roof of autorack 1002 andmay be controlled by controller 148. Controller 148 may be operablycoupled to ball screw actuator 144 and configured to communicateelectrical signals for positioning decks 1008 b and 1008 c. A ball screw142 may be operably coupled to ball screw actuator 144 and configured tobe rotated by ball screw actuator 144 via a gear reduction mechanism andan electric motor, or any other suitable rotational system. A travelingnut 146 may be operably coupled to a deck 1008 b or deck 1008 c and ballscrew 142 and configured to traverse along ball screw 142 when ballscrew 142 is rotated. By using ball screw 142 and traveling nut 146,deck 1008 b or deck 1008 c may be moved up and down along the length ofball screw 142. Although FIGS. 10A and 10B illustrates autorack 1002 asincluding a particular number of ball screws 142, ball screw actuators144, travelling nuts 146, and controllers 148, autorack 1002 may includeany number of ball screws 142, ball screw actuators 144, travelling nuts146, and controllers 148, and other suitable components. Additionally,although particular examples of adjustment systems have been described,the present disclosure contemplates any suitable adjustment systemscomprising any suitable components configured in any suitable manner.

For example, an adjustment system may include one or more pulleys andone or more tension elements. Tension elements may be any elementoperable in conjunction with pulleys (e.g., strings, ropes, tethers,cables, etc.). By increasing the tension in tension elements (e.g., bypulling on tension elements), the vertical position of a deck 1008 band/or deck 1008 c may be adjusted. The tension on tension elements maybe increased by operating buttons of a controller, which in turn operatean actuator (e.g., a motor) that pulls and/or releases tension elementsto increase and/or decrease tension on the tension elements.

In certain embodiments, one or more fasteners may be utilized to couplea deck (e.g., a deck 1008 b or a deck 1008 c) to a sidewall of autorack1002. Fasteners may lock and unlock decks 1008 b and 1008 c from thesidewall of autorack 1002. When decks 1008 b and 1008 c are locked tothe sidewall of autorack 1002 by the fasteners, the fasteners mayprevent adjustment of the vertical position of each deck within autorack1002.

In certain embodiments, autorack 1002 may be reconfigured between atri-level and a bi-level autorack. Reconfiguring autorack 1002 between atri-level and a bi-level may include: (1) removing deck 1008 b or deck1008 c from autorack 1002; (2) reinstalling deck 1008 b or deck 1008 cwithin autorack 1002; (3) lowering deck 1008 b onto deck 1008 a suchthat at least a portion of deck 1008 b is substantially flush with a topsurface of deck 1008 a (e.g., portions of deck 1008 a and 1008 b arecombined to form a single deck for which vehicles can be loaded); (4)any other suitable method; and/or (5) any combination thereof.

Autorack 1002 may be an autorack with an adjustable height and mayinclude an adjustable side screen assembly. In such embodiments, a roof1014 may be coupled to autorack 1002 using posts (such as posts 1through 12 of FIG. 1) that are telescopic posts configured to extend toaccommodate an increased height of roof 1014. A height of roof 1014 maybe increased or decreased using any suitable technique, such as a hoist,crane, jack, cylinders, chain/cable hoist, gears, air bags, levers,and/or any combination of the proceeding.

In certain embodiments, the height of roof 1014 is adjusted using a ballscrew system 140 that includes ball screws 142, ball screw actuators144, a travelling nut 146, and a controller 148. A ball screw actuator144 may be coupled to a section of a roof of autorack 1002 and may becontrolled by controller 148. Controller 148 may be operably coupled toball screw actuator 144 and configured to communicate electrical signalsfor positioning roof 1014. A ball screw 142 may be operably coupled toball screw actuator 144 and configured to be rotated by ball screwactuator 144 via a gear reduction mechanism and an electric motor, orany other suitable rotational system. A traveling nut 146 may be coupledto ball screw 142 and deck 1008 b, deck 1008 c, or another structure ofautorack 1002 and configured to traverse along ball screw 142 when ballscrew 142 is rotated. By using ball screw 142 and traveling nut 146,roof 1014 may be raised or lowered when ball screw 142 is turned andtelescoping posts are unfastened. In certain embodiments, roof 1014 isextended by adding roof panels to roof 1014. Such roof panels may betelescoping roof panels that extend downwards towards autorack 1002.While particular examples of adjustment systems and roof panels havebeen described, the present disclosure contemplates any suitableadjustment systems and roof panels comprising any suitable componentsconfigured in any suitable manner.

For example, an adjustment system may include one or more pulleys andone or more tension elements. Tension elements may be any elementoperable in conjunction with pulleys (e.g., strings, ropes, tethers,cables, etc.). By increasing the tension in tension elements (e.g., bypulling on tension elements), the height of roof 1014 may be adjusted.The tension on tension elements may be increased by operating buttons ofa controller, which in turn operate an actuator (e.g., a motor) thatpulls and/or releases tension elements to increase and/or decreasetension on the tension elements.

In certain embodiments, one or more fasteners may be utilized to couplea telescopic side screen and/or a telescopic post of autorack 1002 to ata desired position. Fasteners may lock a side screen and/or a telescopicpost at a particular length and unlock a side screen and/or a telescopicpost from a particular length to allow the length to be adjusted. When aside screen and/or a telescopic post is locked at a particular length bythe fasteners, the fasteners may prevent adjustment of the verticalposition of roof 1014.

To accommodate for an increased height of roof 1014 (e.g. from 19′ toapproximately 20′2″), an existing door structure of autorack 1002 may bereplaced or reconfigured (e.g., exchanging entry doors with taller doorsand/or telescoping doors, adding a set of door panels to the existingentry doors, etc.). In addition, sides screens of autorack 1002 may beadded or extended to enclose the interior of autorack 102. The height ofside screens may be extended by adding an additional set of sidescreens, replacing the existing side screens with taller side screens,or replacing the existing side screens with two sets of side screensthat overlap such that they slip past each other when adjusting theheight of roof 1014.

In certain embodiments, autorack 1002 may be a recertified autorack andmay have been reconfigured from a tri-level autorack (e.g., a railcarcomprising three decks) or a bi-level autorack (e.g., a railcarcomprising two decks) to a convertible autorack (e.g., a railcar thatmay be configured as a bi-level and a tri-level autorack by removing andadding a deck). The reconfiguration process may comprise any of thesteps described above, including any steps described with respect toFIGS. 1A through 9.

According to the present disclosure, any of the following steps may beperformed during the reconfiguration and/or recertification process: (1)one or more cross-brace assemblies may be installed above one or moreexisting tri-level brace bays and one or more hinged deck support pointsmay be removed (e.g., one or more hinged deck support points may bedecoupled from one or more posts); (2) one or more decks may be added,removed, reconfigured, and/or replaced (e.g., an existing deck may bereplaced by a nesting deck configured to adjust in length); (3) avehicle restraint system of an autorack may be replaced (e.g., atri-level vehicle restraint system (such as wheel chocks that attach toand are cantilevered over a bar attached to the deck adjacent to adriving surface of a deck of an autorack) may be replaced with abi-level vehicle restraint system (such as wheel chocks that attach tosteel wire grating panels fastened to the driving surface of a deck ofan autorack) or replaced with a universal vehicle restraint system thatmay be used for both bi-level and tri-level configurations); (4) a doorstructure of an autorack may be replaced and/or reconfigured (e.g., aconventional door structure may be replaced by a seal safe radial door(SSRD) structure, entry doors may be exchanged with taller or shorterdoors or doors having telescoping panels, and/or a set of door panelsmay be added to or removed from the existing entry doors), (5) asecurement system may be installed on an autorack; (6) one or more postsof an autorack may be removed, replaced, and/or reconfigured (e.g.: thewidth between posts on opposing sides of an autorack may be increased,the height of posts may be increased, the posts may be replaced withtelescoping posts configured to increase in height when the height ofthe roof is increased); (7) one or more side panels of an autorack maybe reconfigured, removed, and/or replaced (e.g., the existing sidescreens may be exchanged for taller or shorter side screens, telescopingside screens, etc.); (8) one or more roof sheets, rails, or other roofstructures of an autorack may be added, reconfigured, removed, and/orreplaced (e.g., to accommodate an increased height of an autorack); (9)a deck adjustment system may be installed to enable the height of one ormore decks of an autorack to be adjusted; (10) a roof adjustment systemmay be installed to enable the height of the roof of an autorack to beadjusted (e.g., from 19′ to approximately 20′ 2″; (11) one or more postsand deck connection plates may be reconfigured for quick deck attachmentand detachment and to accommodate various deck placement locations; (12)a side ladder assembly may be reconfigured or replaced to accommodate anincreased height; (13) the interior and/or exterior of an autorack maybe blasted to remove corrosion and/or repainted; (14) a deck adjustmentsystem may be installed to enable the height of one or more decks of anautorack to be adjusted; (15) a roof adjustment system may be installedto enable the height of the roof of an autorack to be adjusted (e.g.,from 19′ to approximately 20′2″ and vice versa); (16) a side ladderassembly may be replaced and/or reconfigured to accommodate an increasedautorack height; (17) a magnetic door guard assembly may be installed;(18) any other suitable modification or addition; and/or (19) anycombination of the proceeding.

Although FIGS. 10A and 10B illustrate autoracks 1002 as including aparticular number of flatcars 1004, racks 1006, decks 1008, doorstructures 1010, roofs 1014, and adjustment systems, autoracks 1002 mayinclude any number of flatcars 1004, racks 1006, decks 1008, doorstructures 1010, roofs 1014, adjustment systems, and other suitablecomponents. Additionally, although particular examples of autoracks1002, flatcars 1004, racks 1006, decks 1008, door structures 1010, roofs1014, and adjustment systems have been described, the present disclosurecontemplates any suitable autoracks 1002, flatcars 1004, racks 1006,decks 1008, door structures 1010, roofs 1014, and adjustment systemscomprising any suitable components configured in any suitable manner.Moreover, any component of FIGS. 10A and 10B may be separate from orintegral to any other component of FIGS. 10A and 10B and may include anysuitable features and components of FIGS. 1A through 9.

FIG. 11 illustrates an example of a method for reconfiguring an autorackin accordance with particular embodiments. Method 1100 begins at step1102, where a first deck of an autorack, such as a deck 208 c of anautorack 202 or a deck 808 c of an autorack 802, is removed. To remove adeck 208 c or a deck 808 c, the method may first split deck 208 c ordeck 808 c into two halves (e.g., by splitting deck 208 c or deck 808 cin the middle, which include removing a shim connecting a first half ofthe deck to a second half of the deck) such that (1) it may be easier toremove deck 208 c or deck 808 c, and (2) a greater portion of deck 208 cor deck 808 c may be preserved during the removal, thereby reducing thecost of the reconfiguration and/or recertification process.Alternatively, the method may remove deck 208 c or deck 808 c in anysuitable manner.

At step 1104, a second deck of an autorack, such as a deck 208 b of anautorack 202 or a deck 808 b of an autorack 802, is removed. To remove adeck 208 b or a deck 808 b, the method may first split deck 208 b ordeck 808 b into two halves (e.g., by splitting deck 208 b or deck 808 bin the middle) such that (1) it may be easier to remove deck 208 b ordeck 808 b, and (2) a greater portion of deck 208 b or deck 808 b may bepreserved during the removal, thereby reducing the cost of thereconfiguration and/or recertification process. Alternatively, themethod may remove deck 208 b or deck 808 b in any suitable manner.

The method may proceed to step 1106 where at least one cross-braceassembly 130 is coupled to one or more of posts, such as posts 3 and 4or posts 9 and 10) at a location above an existing tri-level brace bayassembly 214. For example, a bolting plate 134 a of a cross-braceassembly 130 may be coupled to a post 4 (or a post 9 (not shown)) of anautorack 202 or 802 above an existing bolting plate of a tri-level bracebay 214 and a bolting plate 134 b of cross-brace assembly 130 may becoupled to post 4 (or post 9 (not shown)) above bolting plate 134 a ofcross-brace assembly 130. In addition, a bolting plate 134 c ofcross-brace assembly 130 may be coupled to a post 3 (or a post 10 (notshown)) of autorack 202 or autorack 802 above another existing boltingplate of tri-level brace bay 214 and a bolting plate 134 d ofcross-brace assembly 130 may be coupled to post 3 (or post 10 (notshown)) above bolting plate 134 c of cross-brace assembly 130. Themethod may couple bolting plates 134 to respective posts of autorack 202or autorack 802 in any suitable order and in any suitable manner. Forexample, each bolting plate 134 may be welded and/or bolted to arespective post of autorack 202 or autorack 802.

Next, a first end of a support brace 132 a of cross-brace assembly 130may be coupled to bolting plate 134 a and a second end of support brace132 a may be coupled to a gusset 136 of cross-brace assembly 130. Afirst end of a support brace 132 b of cross-brace assembly 130 may becoupled to bolting plate 134 c and a second end of support brace 132 bmay be coupled gusset 136. A first end of a support brace 132 c ofcross-brace assembly 130 may be coupled to bolting plate 134 b, a secondend of support brace 132 c may be coupled to bolting plate 134 d, and acenter portion of support brace 132 c may be coupled to gusset 136. Themethod may then proceed to step 1108.

At step 1108, the second deck of the autorack, such as a deck 208 b ofan autorack 202 or a deck 808 b of an autorack 802, is installed in theautorack above or below the one or more cross-brace assemblies 130. Inalternative embodiments, deck 208 b or deck 808 b may be replaced with anew deck and the new deck may be installed above or below cross-braceassemblies 130. In certain embodiments, installing deck 208 b or deck808 b may include installing a first half of deck 208 b or deck 808 b inthe autorack, installing a second half of deck 208 b or deck 808 b inthe autorack, and coupling the first half of deck 208 b or deck 808 b tothe second half of deck 208 b or deck 808 b using a shim plate.

In certain embodiments, before, in parallel, or after step 1106 and/orstep 1108, the method may increase the width between a pair of posts,increase the distance between different pairs of posts, and/or removeone or more pairs of posts. For example, the width between posts 1 a and1 b of autorack 802 may be increased to a minimum of eight feet andseven inches (8′-7″). To do so, posts 1 a and 1 b may be moved closer toa respective edge of autorack 802. As another example, posts 1 a, 1 b,12 a, and 12 b may be removed from autorack 802.

In certain embodiments, any of the following additional steps may beperformed in any suitable order: (1) blasting the interior and/orexterior of the autorack to remove corrosion; (2) repainting theinterior and/or exterior of the autorack; (3) replacing the flatcarand/or “A” deck (e.g., replacing an existing flatcar with anhourglass-shaped flatcar); (4) replacing an existing vehicle restraintsystem (e.g., replacing a tri-level vehicle restraint system (such aswheel chocks that attach to and are cantilevered over a bar attached tothe deck adjacent to a driving surface of a deck of an autorack) with abi-level vehicle restraint system (such as wheel chocks that attach tosteel wire grating panels fastened to the driving surface of a deck ofan autorack) or a universal vehicle restraint system for convertibleautoracks); (5) replacing an existing door structure (e.g., replacing aconventional door structure with an updated door structure (such as aseal safe radial door (SSRD) structure), exchanging entry doors withtaller, wider, shorter, or telescoping doors, and/or adding or removinga set of door panels from the existing entry doors), (6) removing,replacing, and/or reconfiguring one or more posts (e.g., increasing thewidth between posts on opposing sides of the autorack, relocating posts,etc.); (7) installing a securement system on the autorack; (8) removing,replacing, and/or reconfiguring one or more side panels of the autorack(e.g., replacing existing side screens with taller, shorter, ortelescoping side screens); (9) removing, replacing, and/or reconfiguringone or more roof sheets of the autorack (e.g., to accommodate a new doorstructure, an increased autorack height); (10) removing, replacing,and/or reconfiguring an existing roof assembly (e.g., reconfiguring theroof assembly for a new door structure (such as a door structure withupper canopies) and/or increased autorack height, removing the roofassembly for re-coating, etc.); (11) adding, removing, and/orreconfiguring deck connection plates for application of decks at newand/or adjustable heights; (12) removing existing hinged deck supportpoints (e.g., hinged deck support points 807 coupled to posts 2 and 3below deck 808 b); (13) installing a deck adjustment system to enablethe height of one or more decks of an autorack to be adjusted; (14)installing a roof adjustment system to enable the height of the roof ofan autorack to be adjusted (e.g., from 19′ to approximately 20′2″ andvice versa); (15) replacing and/or reconfiguring a side ladder assemblyto accommodate an increased autorack height; (16) installing a magneticdoor guard assembly; (17) any other suitable modification, replacement,or addition; and/or (18) any combination of the proceeding.

After performing step 1108 and/or any other suitable steps, the methodmay end.

Some of the steps illustrated in FIG. 11 may be combined, modified, ordeleted where appropriate, and additional steps may also be added to theflowchart. Additionally, steps may be performed in any suitable orderwithout departing from the scope of the disclosure. For example, themethod may perform step 1104 before performing step 1102.

Teachings of the present disclosure may be satisfactorily used toreconfigure an autorack from a tri-level autorack into a bi-levelautorack (and vice versa) and an autorack from a bi-level or tri-levelautorack into a convertible autorack. Modifications, additions, oromissions may be made to the systems described herein without departingfrom the scope of the invention. The components may be integrated orseparated. Moreover, the operations may be performed by more, fewer, orother components. Additionally, the operations may be performed usingany suitable logic comprising software, hardware, and/or other logic. Asused in this document, “each” refers to each member of a set or eachmember of a subset of a set.

Modifications, additions, or omissions may be made to the methodsdescribed herein without departing from the scope of the invention. Forexample, the steps may be combined, modified, or deleted whereappropriate, and additional steps may be added. Additionally, the stepsmay be performed in any suitable order without departing from the scopeof the present disclosure.

Although embodiments of the present disclosure and their advantages havebeen described in detail, it should be understood that various changes,substitutions and alternations can be made herein without departing fromthe spirit and scope of the present disclosure as defined by thefollowing claims. Moreover, although particular embodiments have beendescribed herein, a myriad of changes, variations, alterations,transformations, substitutions, and modifications may be suggested toone skilled in the art, and it is intended that the present disclosureencompass such changes, variations, alterations, transformations,substitutions, and modifications as fall within the scope of theappended claims. For example, although particular embodiments of thedisclosure have been described with reference to a number of elementsincluded in a system for reconfiguring an autorack, these elements maybe combined, rearranged or positioned in order to accommodate particularstorage requirements or needs. Various embodiments contemplate greatflexibility in the system and method for reconfiguring an autorack andits components and steps. Additionally, while some embodiments aredescribed with respect to an autorack, particular embodiments may beused for any type of transport.

The invention claimed is:
 1. A method comprising: removing an existingroof section from an autorack; removing one or more of a plurality ofexisting side screens from the autorack; removing a first deck of aplurality of existing decks from the autorack; removing a second deck ofthe plurality of existing decks from the autorack; increasing a width ofa first end portion of a flatcar of the autorack such that the width ofthe first end portion of the flatcar is greater than a width of a centerportion of the flatcar; increasing a width of a second end portion ofthe flatcar of the autorack such that the width of the second endportion of the flatcar is greater than the width of the center portionof the flatcar; increasing a width between a first post of a pluralityof posts and a second post of the plurality of posts, the first postlocated near a first side of the first end portion of the flatcar andthe second post located near a second side of the first end portion, thesecond side opposite the first side; increasing a width between a thirdpost of the plurality of posts and a fourth post of the plurality ofposts, the third post located near a first side of the second endportion of the flatcar and the fourth post located near a second side ofthe second end portion, the second side opposite the first side;coupling a cross-brace assembly to two or more of the plurality of postsof the autorack, wherein the cross-brace assembly is coupled to the twoor more of the plurality of posts at a location above an existing bracebay of the autorack; coupling a replacement deck to the autorack at alocation above or below the cross-brace assembly; coupling one or moreof a plurality of replacement side screens to one or more of theplurality of posts; and coupling a replacement roof section to theautorack.
 2. The method of claim 1, further comprising removing one ormore of the plurality of posts from the autorack.
 3. The method of claim1, wherein coupling the cross-brace assembly to the two or more of theplurality of posts comprises: coupling at least one brace of thecross-brace assembly to a fifth post of the plurality of posts; andcoupling the at least one brace of the cross-brace assembly to a sixthpost of the plurality of posts.
 4. The method of claim 1, whereincoupling the cross-brace assembly to the two or more of the plurality ofposts comprises: coupling a first bolting plate of the cross-braceassembly to a fifth post of the plurality of posts at a location abovethe existing brace bay of the autorack; coupling a second bolting plateof the cross-brace assembly to the fifth post of the plurality of postsat a location above the first bolting plate; coupling a third boltingplate of the cross-brace assembly to a sixth post of the plurality ofposts at a location above the existing brace bay of the autorack; andcoupling a fourth bolting plate of the cross-brace assembly to the sixthpost of the plurality of posts at a location above the third boltingplate.
 5. The method of claim 4, further comprising: coupling a firstend of a first brace of the cross-brace assembly to the first boltingplate; coupling a second end of the first brace to the fourth boltingplate; coupling a first end of a second brace of the cross-braceassembly to the second bolting plate; and coupling a second end of thesecond brace to the third bolting plate.
 6. The method of claim 1,further comprising: coupling at least one pulley to the autorack;coupling at least one cable to the replacement deck of the autorack andthe at least one pulley, the at least one cable operable to adjust avertical position of the replacement deck within the autorack; andcoupling an actuator to the autorack, the actuator configured to pullthe at least one cable to adjust the vertical position of thereplacement deck within the autorack.
 7. The method of claim 6, furthercomprising coupling a controller to the autorack, wherein the controlleris electronically coupled to the actuator.
 8. The method of claim 1,further comprising: removing an existing door structure from theautorack; and coupling a seal-safe radial door structure to at least oneend of the autorack.
 9. The method of claim 1, further comprising:increasing a height of one or more of the plurality of posts; wherein aheight of the one or more of the plurality of replacement side screensis greater than a height of the one or more of the plurality of existingside screens.
 10. The method of claim 1, wherein the autorack is anexisting autorack.